The Mazda MX-5 Miata is a cult icon, which is justified by the fact that it is the best-selling two-seater sports car in the world: more than one million units sold in 4 generations and 34 years. Which Mazda Miata is the best?
It’s an issue that sparks a civil war among Miata fans, making it a dangerous topic to even discuss. Let’s take a look at it anyway, as I own two MX-5s and have driven several generation examples. , I’ll check out to bring my delight to the table.
This argues that the undeniable classification of the 4 great generations (NA; NB; NC; ND) is an oversimplification, because within them, the pre- and post-lifting variants have undergone very extensive changes that make those derivatives better or worse than other sub-generations. For this reason, I have also divided it into pre and post lifting variants.
Lists like those are completely subjective and I’m willing to admit that your favorites may not be mine and vice versa. Often, our favorites are influenced by circumstance, nostalgia, and most importantly, taste.
That said, I’m in a war position in the comments. . .
The third-generation Miata (NC) tends to be the black sheep of the Miata family. Purists consider it to be the biggest part of the light family, and this impression is enhanced by its bulbous flavor and awkward proportions. We believe it was lighter than the Mazdaspeed Miata and that it’s still an excellent buy today.
Still, there has to be a car last, and in my experience, it’s the NC1. Sold for the 2006-2008 design years, it shared a platform with the Mazda RX-8 (in my opinion, the most laughable). platform to drive), but instead of a rotary engine, it had a split-developed 2. 0-liter piston engine. Through Ford, then owner of Mazda, with 170 horsepower and 140 lb-ft of torque, it retained the classic manual gearbox. (available in five or six speeds) and rear-wheel drive configuration. Still, handling is a bit sloppy compared to previous, livelier styles. Much of this has been smoothly corrected through the aftermarket, but in the form of inventory, it’s the style that least adheres to the Miata plan.
Even though it’s my least favorite Miata, a bad Miata is still a wonderful sports car.
In the early years of the Miata, Mazda focused on continuous refinement, and the NB arrived for the 1999 style year as the second generation, supported by the same chassis as the NA. Improvements under the skin included a wider track, subtle suspension, larger brakes, stiffer anti-roll bars, and greater frame reinforcement, making it stiffer and sharper than the NA. It was also given a curvier style and a more subtle interior, its most egregious mistake being the loss of the iconic pop-up headlights.
Under the hood, it retained the 1. 8-liter four-cylinder engine from newer NA8 models, but with some innovations such as a higher compression ratio, a solid lift design for the intake cam, and staggered intake and manifold channels. It has 140 hp and 116 lb-ft in a more usable force band.
Driving a Miata NC1 let me down with the icon I’d heard so much about, but driving the ND1 (which arrived for the 2016 style year) sparked a love for the MX-5 that led me to buy my first Miata (an NB2 for the 2016 model). registration). So why is it in third place from the bottom of this list?I’ll do that in a moment, but not before I know what made ND1 so great.
The ND is the smallest and lightest Miata since the original, weighing only about a hundred pounds more and measuring an inch shorter than the NA. After the NC’s nautical aspirations caused many enthusiasts to lose confidence, ND revived them with a return to basics. technique to recover the original essence of Miata. It was successful. The 2. 0-liter four-cylinder engine in American cars produced 155 horsepower and 148 pound-feet, giving them a sufficient power-to-weight ratio, combined with a sleek six-speed manual transmission and exceptional styling.
But it’s not all good. The suspension was too comfortable and swung back and forth under pressure, and the electronic force guide lacked the feel of past generations. The engine also didn’t run smoothly and sounded a bit harsh. While the ND1 sparked my fondness for the MX-5, it’s still not the pinnacle of the Miata.
If we had ranked this list based on general generations, the NC would have been the last, however, the CL2 and CL3 were so special that we would rank them above the first NB and ND. These third-generation Miata facelifts arrived in 2009 and 2013 (American-style years, respectively), and were largely the same mechanically.
Visually, the design of the NC evolved into something striking, sublime, and that stood the test of time; However, it was under the skin that the most significant adjustments occurred. Thanks to Mazda USA and the Miata’s participation in Spec Miata races, the innovations were more significant. Truly on paper, as the NC2 technically lost some horsepower to 167 hp. However, the valve formula has been improved, which means an increase in the 500 rpm redline and a rev intensity that was previously lacking.
Other innovations in the chassis and suspension made the NC2 and NC3 difficult to handle by ten tenths, but subtle at least. The NC3 got additional adjustments to the braking, ECU, and manual shifter to improve the experience.
Here we come to the most sensible part of the Miata, and largely for the same reasons why the NC2/NC3 scored so highly: more revs. The ND2 announced for the 2019 style year, and while its styling remained largely the same, the 2. 0-liter engine received 26 more horsepower (181 hp and 151 lb-ft) thanks to a 7,500 rpm redline (compared to 6,800 in the ND1), with a maximum force of up to 7,000 rpm.
Internal tweaks included lighter pistons and a larger throttle body, resulting in more torque throughout, while the dual-mass flywheel made life easier. And it gained a more poignant escape with the ND1’s boring soundtrack. One of the big benefits was a much less sluggish suspension setup, but EPAS means the guide still has less feel than previous generations.
Later updates added kinematic stance control for 2022, and the official ND3 will arrive for 2024 with a new DSC track setup and an asymmetrical limited-slip differential. We haven’t flown the ND3 yet, and once we do, it may earn a higher spot on this list.
I can already hear the angry crowd at my door, and I’m sorry, I’m not sorry. I also have an NA, and while I love it, I don’t think it’s the most sensible Miata. But that’s the genesis, the rebirth, of the little sports car; it was emotion embodied and, for God’s sake, it had pop-up headlights.
The NA is by far the most iconic Miata, and its combination of nostalgia and meaning can easily make it anyone else’s list. Perhaps I wouldn’t even mention this as a personal choice. Simply put, the NA Miata redefined the global concept of sports cars when it was unveiled on February 10, 1989 at the Chicago Auto Show.
The desirable story of its creation is a story in itself, superbly summed up in Jason Cammisa’s video below.
Originally powered by a 1. 6-liter four-cylinder engine (the one I have) with 115 horsepower and a hundred pound-feet, the transmission was sent to the rear axle via a five-speed automatic gearbox widely regarded as one of the best. It’s not fast, and until later models received a good percentage of chassis upgrades, it’s not the stiffest either, but you still can’t help but have a smile on your face when driving an NA6 Miata.
Later models were upgraded to a larger 1. 8-liter with 129 hp and 110 lb-ft, and some versions even gained an optional Torsen LSD instead of the viscous LSDs of the past. The 1. 8 was faster and more driven, but lacked the “pure” liveliness of the 1. 6’s sports car. To me, the 1. 6 is better because of that inherent buzz, but either way the NA Miata is exceptional.
This might be my most debatable pick on this list, and it would possibly be my preference, since I have an NB2, but I think the NB is the pinnacle of the Miata for a number of reasons.
While the original NB represented a significant improvement on the NA platform, the arrival in 2001 of the NB2 was the most advanced recipe, with more suspension and braking and more stiffness than the platform had ever gained before. The 1. 8-liter four-cylinder also gained its biggest upgrade, variable valve timing, which left it with 143 hp sent to its six-speed manual gearbox.
Visually, the exterior exterior has been cleaned up and has a more sublime look overall. The interior is a favorite as it is still fashionable despite its 22 years of experience.
While some may not be fans, the NB2 also saw the arrival of the only factory-turbocharged Miata, the Mazdaspeed, in 2004, which made 178 horsepower and 167 pound-feet, an upgraded suspension, and the ability to fire up to 0. 98g in the roasting pan.
While the NA is nostalgic and the NC and ND variants have strength and refinement, the NB2 has struck the most productive balance between retaining the original feel of the Miata while also evolving into something modern and refined. As a platform, it’s great for modding, tracking days, and more, and yet, in inventory form, it’s a perfect everyday laugh that delights the driving force without overstimulating.
There are no pop-ups, but hey, not all of them can be perfect.
As I said at the beginning, a list like this is subjective to some extent, however, I am willing to let myself be lynched in the comments and listen to your opinions. So tell me, what is the most productive generation of the Mazda Miata?